UNIVERSITY OF SCIENCE AND TECHNOLOGY OF SOUTHERN

PHILIPPINES
CM. RECTO, LAPASAN, CAGAYAN DE ORO CITY

Research on
ROAD INTERCHANGE
Architectural Design 7: Plate No. 1

SUBMITTED BY:

MARIA LOURDES M. DAANOY

STUDENT

SUBMITTED TO:

ARCH. ERNEST MARTIN SORIANO

INSTRUCTOR
ROAD INTERCHANGE

An interchange is a road junction that uses grade separation, and typically one or more
ramps, to permit traffic on at least one highway to pass through the junction without interruption
from other crossing traffic streams. It differs from a standard intersection, where roads cross at
grade. Interchanges are almost always used when at least one road is a controlled-access
highway (freeway or motorway) or a limited-access divided highway (expressway), though
they are sometimes used at junctions between surface streets.
DESIGN OBJECTIVES

The design of grade-separated interchanges has the primary design objectives to:

• obtain better safety outcomes

• minimize costs associated with construction and maintenance

• reduce the travel costs along the road

• minimize adverse environmental impacts

• provide an enhanced road appearance

• consider the future expansion requirements.

CONSIDERATIONS

Key aspects that require consideration for interchange design include:

• Safety performance of possible treatments

• Topographic details

• Land use details

• Environmental conditions and constraints

• Cultural heritage values

• Property details and values

• Structural clearances

• Location and nature of utility plant and equipment

• Drainage and flooding issues

• Landscape requirements

• Accommodation of public transport facilities

• Pedestrian and cyclist facilities

DESIGN SPEED

DESIGN APPROACH and TYPES of INTERCHANGE

The basic interchange configurations are:

1. System Interchange- These interchanges are between two roads with access control,
(major road to major road)

Includes:

• Four-way interchanges

(Cloverleaf interchange, Stack interchange, Cloverstack interchange, Turbine

interchange, Windmill interchange, Roundabout interchange and Hybrid four-way
interchanges).

• Three-way interchanges

(Trumpet interchange, Directional T interchange, Semi- directional T interchange and

Other Hybrid three-way interchanges)

• Two-way interchanges

(Half- trumpet interchange, Partial Y interchange and other hybrid two-way interchanges)
2. Service Interchange- are used usually between a road with access control and a road
without access control. A service interchange can also be used between two roads
without access control, but this is uncommon (major road to minor road).

Includes:(Diamond interchange, Dumbbell interchange, Dogbone interchange, Parclo

Interchange/ folded diamond, Diverging diamond interchange, Single-point urban
interchange and other service interchanges)
Auxiliary Lane

An auxiliary lane may be provided to comply with the concept of lane balance, to comply
with capacity needs, or to accommodate speed changes, weaving, and maneuvering of
entering and leaving traffic. Where auxiliary lanes are provided along freeway main lanes, the
adjacent shoulder should desirably be 8 to 12 feet in width, with a minimum 6 foot wide
shoulder considered.

Two Lane Entrances and Exits

Two-lane entrances and

exits are warranted for either a
branch connection, ramp
metering, or in situations created
by capacity requirements on the
on-ramp. To satisfy lane balance
requirements and not reduce the
basic number of through lanes, it
is usually necessary to add an
auxiliary lane to entrances and
exit ramps.
PHILIPPINE SETTING

DPWH HIGHWAY STANDARDS

Under Department Order 53, Series of 2016, Secretary Rogelio Singson said the
vertical clearance above the roadway shall not be less than 4.88 meters over the entire
roadway width, to which an allowance of 0.15 meter shall be added for future additional road
surfacing.

Pedestrian footbridges shall be 0.30 meter greater than the current vertical clearance.
The headroom between the pedestrian bridge’s walking surface and the bottom of the girder
of the structure above it shall not be less than two meters.
NBC (PD 1096) STANDARDS

Planting Strip Minimum Standard

INTERNATIONAL ROADWAY STANDARDS

Typical urban highways have the following characteristics:
• Lower design speed
• Narrow right-of-way with surrounding features such as trees and/or structures
• Increased illumination
• Curb and gutter drainage
• Frequent access and shorter intersection spacing
A. ROADWAY DESIGN CONSIDERATIONS
1. Bicycle Lane
The recommended width of a bike lane is 1.5m(5 feet) from the face of a curb or
guardrail to the bike lane stripe. This 1.5-m (5-foot) width shouldbe sufficient in cases where
a 0.3-0.6 m (1-2 foot) wide concrete gutterpan exists, given that a minimum of 0.9 m (3 feet)
of ridable surface is provided, and the longitudinal joint between the gutter pan and pavement
surface is smooth.

2. Roadway Narrowing
Roadway narrowing can be achieved in several different
ways:
a. Lane widths can be reduced (to 3.0 or 3.4 m [10 or 11
ft]) and excess asphalt striped with a bicycle lane or
shoulder.
b. Travel lanes can be removed.
c. The street can be physically narrowed by extending
sidewalks and landscaped areas, or by adding on-street
parking within the former curb lines.
3. Raised Medians

Medians are raised barriers in the center portion of the

street or roadway that can serve as a place of refuge for
pedestrians who cross a street midblock or at an intersection
location. They may provide space for trees and other
landscaping that, in turn, can help change the character of a
street and reduce speeds.

Raised Median Plan View

PEDESTRIAN FACILITY DESIGN
1. Sidewalks or Walkways
Sidewalks and walkways are “pedestrian lanes” that provide people with space to travel
within the public right-of-way that is separated from roadway vehicles. Such facilities also
improve mobility for pedestrians and provide access for all types of pedestrian travel: to and
from home, work, parks, schools, shopping areas, transit stops, etc.
The Institute of Transportation Engineers (ITE) guidelines recommend a minimum
width of 1.5 m (5 ft) for a sidewalk or walkway, which allows two people to pass comfortably
or to walk side-by-side. A buffer zone of 1.2 to 1.8 m (4 to 6 ft) is desirable and should be
provided to separate pedestrians from the street. The buffer zone will vary according to the
street type. In more suburban or rural areas, a landscape strip is generally most suitable.
2. Curb Ramps
Curb ramps (wheelchair ramps) provide access between the
sidewalk and roadway for people using wheelchairs, strollers, walkers,
crutches, handcarts, bicycles, and also for pedestrians with mobility
impairments who have trouble stepping up and down high curbs. Curb
ramps must be installed at all intersections and midblock locations where
pedestrian crossings exist, as mandated by federal legislation (1973
Rehabilitation Act).Wheelchair ramps must have a slope of no more than
1:12 (must not exceed 25.4 mm/0.3 m (1 in/ft) or a maximum grade of
8.33 percent).

3. Marked Crosswalks and Enhancements

Marked crosswalks indicate optimal or preferred locations for
pedestrians to cross and help designate right-of-way for motorists to yield
to pedestrians. Crosswalks are often installed at signalized intersections
and other selected locations. Marked crosswalks are desirable at some
high pedestrian volume locations (often in conjunction with other
measures) to guide pedestrians along a preferred walking path.

4. Transit Stop Treatments

Good public transportation is as important to the quality of a community
as good roads. Well-designed transit routes and accessible stops are
essential to a usable system. Bus stops should be located at intervals
that are convenient for passengers. The stops should be designed to
provide safe and convenient access and should be comfortable places
for people to wait. Adequate bus stop signing, lighting, a bus shelter
with seating, trash receptacles, and bicycle parking are also desirable
features.
 5. Roadway Lighting Improvements
Good quality and placement of lighting can enhance an environment
as well as increase comfort and safety. Pedestrians often assume that
motorists can see them at night; they are deceived by their own ability
to see the oncoming headlights.
It is best to place streetlights along both sides of arterial streets and
to provide a consistent level of lighting along a roadway.

6. Pedestrian Overpasses/Underpasses
Pedestrian overpasses and underpasses allow for the uninterrupted flow of pedestrian
movement separate from the vehicle traffic. This is also an extremely high-cost and visually
intrusive measure.
Such a facility must accommodate all persons,
as required by the ADA. These measures include
ramps or elevators. Extensive ramping will
accommodate wheelchairs and bicyclists, but
results in long crossing distances and steep
slopes that discourage use.

Salcedo Underpass, Makati City, Philippines

7. Furniture/Walking Environment
Sidewalks and walkways should be kept clear of poles, signposts,
newspaper racks, and other obstacles that could block the path, obscure
a driver’s view or pedestrian visibility, or become a tripping hazard.
Benches, water fountains, bicycle parking racks, and other street
furniture should be carefully placed to create an unobstructed path for
pedestrians.

LANDSCAPING
The careful use of landscaping along a street can provide separation between
motorists and pedestrians, reduce the visual width of the roadway (which can help to reduce
vehicle speeds), and provide a more pleasant street environment for all. This can include a
variety of trees, bushes, and/or flowerpots, which can be planted in the buffer area between
the sidewalk or walkway and the street.
ENVIRONMENTAL IMPACTS OF INTERCHANGE

The relevant environmental factors will depend on the location of the facility. In rural areas, the
impacts on the natural environment, cultural heritage issues and good quality agricultural land may
dominate while in urban areas, social and cultural heritage issues may be the most important. Each
case will have to be treated on its merits. In addition, the following are environmental impacts of road
interchange:
  Alteration of topography.

 Vegetation removal.
 Erosion, sedimentation, and soil compaction.
 Warming due to road materials such as asphalt and concrete.
 Noise and visual disturbance.
 Direct mortality from road kills.
 Pollution due to carbon emission from cars

ECONOMIC IMPACTS OF INTERCHANGE

 Interchanges between two highways most notably have an effect on an area’s access to nearby business
and commercial markets. Likewise, the area around a new interchange is more readily accessible from
other regional markets.
 The design of an interchange itself can have important implications for development potential in its
vicinity.
 Areas that are distressed may experience an economic upswing as a result of an interchange. Since,it
gives the developers a reason to build heavily in the area for business opportunities.

SOURCES:

Book

Foz, V. B, (2018) The National Building Code of the Philippines; and, its revised implementing rules and regulations
(4th ed). Quezon City, Metro Manila, Philippines: Philippine Law Gazette.

Pdf

Alberta Transportation (2020).Highway Geometric Design Guide [PDF file]. Alberta, Canada. Retrieved from
https://www.alberta.ca/highway-geometric-design-guide-table-of-contents.aspx

Department of Public Works and Highways. (2012). Highway safety Standards [PDF file]. Bonifacio Drive, Port
Area Metro Manila, Philippines. Retrieved from
https://www.dpwh.gov.ph/DPWH/references/guidelines_manuals/highway_safety_design_standards_manual

Departments of Transport and Main Roads (2013).Road Safety and Landscape Design [PDF file]. State of
Queensland. Retrieved from https://www.alberta.ca/highway-geometric-design-guide-table-of-contents.aspx

Websites

ArizonaBikeLaw, A. (2019). AASHTO Guide for the Development of Bicycle Facilities. Retrieved September 13,
2020, from https://azbikelaw.org/aashto-guide-for-the-development-of-bicycle-facilities/

Grade Separation and Interchanges. (2019, January 27). Retrieved September 13, 2020, from
https://theconstructor.org/transportation/grade-separation-interchanges/29200/

Interchange Road. (2020). Retrieved September 14, 2020, from https://en.wikipedia.org/wiki/Interchange_(road)

Macairan, E. (2016, May 16). DPWH sets bridge clearance higher. Retrieved September 13, 2020, from
https://www.philstar.com/metro/2016/03/17/1564167/dpwh-sets-bridge-clearance-higher

U.S. Department of Transportation. (2002, March). Pedestrian Facilities Users Guide- Providing Safety and
Mobility. Retrieved September 13, 2020, from https://www.fhwa.dot.gov/

Wray, S. (2000, April). The Development Impacts of Highway Interchanges in Major Urban Areas: Case Study
Findings [Pdf]. Pennsylvania.